EP2011994B1 - Procédé pour le contrôle de la surpression dans un système d'alimentation en carburant de type rail commun - Google Patents

Procédé pour le contrôle de la surpression dans un système d'alimentation en carburant de type rail commun Download PDF

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Publication number
EP2011994B1
EP2011994B1 EP07425416A EP07425416A EP2011994B1 EP 2011994 B1 EP2011994 B1 EP 2011994B1 EP 07425416 A EP07425416 A EP 07425416A EP 07425416 A EP07425416 A EP 07425416A EP 2011994 B1 EP2011994 B1 EP 2011994B1
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EP
European Patent Office
Prior art keywords
fuel
pressure
injectors
common rail
flow rate
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Application number
EP07425416A
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German (de)
English (en)
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EP2011994A1 (fr
Inventor
Gabriele Serra
Matteo De Cesare
Francesco Paolo Ausiello
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Marelli Europe SpA
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Magneti Marelli SpA
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Application filed by Magneti Marelli SpA filed Critical Magneti Marelli SpA
Priority to EP07425416A priority Critical patent/EP2011994B1/fr
Priority to AT07425416T priority patent/ATE466187T1/de
Priority to DE602007006173T priority patent/DE602007006173D1/de
Priority to US12/167,609 priority patent/US7997253B2/en
Priority to BRPI0802305-0A priority patent/BRPI0802305B1/pt
Priority to CN2008101356357A priority patent/CN101358572B/zh
Publication of EP2011994A1 publication Critical patent/EP2011994A1/fr
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Publication of EP2011994B1 publication Critical patent/EP2011994B1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/0215—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by draining or closing fuel conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/18—Fuel-injection apparatus having means for maintaining safety not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure

Definitions

  • the present invention relates to a method for controlling the overpressure in a fuel-supply system of a common-rail type.
  • a low-pressure pump supplies the fuel from a tank to a high-pressure pump, which in turn supplies the fuel to a common channel or "common rail".
  • a common rail Connected to the common rail are a series of injectors (one for each cylinder of the engine), which are cyclically driven so as to inject part of the fuel under pressure present in the common rail within the respective cylinders.
  • injectors one for each cylinder of the engine
  • the patent application No. EP0481964A1 describes a high-pressure pump provided with an electromagnetic actuator, which is able to vary instant by instant the capacity of the high-pressure pump by varying the instant of closing of an intake valve of the high-pressure pump itself.
  • the capacity of the high-pressure pump is varied by varying the instant of closing of the intake valve of the high-pressure pump itself.
  • the capacity is decreased by delaying the instant of closing of the intake valve and is increased by anticipating the instant of closing of the intake valve.
  • a further example of a high-pressure pump with variable capacity is provided by the patent No. US6116870A1 .
  • the high-pressure pump described in US6116870A1 comprises a cylinder provided with a piston having a reciprocating motion within the cylinder, an intake channel, a delivery channel connected to the common rail, an intake valve designed to enable passage of a flow of fuel entering the cylinder, a unidirectional delivery valve coupled to the delivery channel and designed to enable just a flow of fuel out of the cylinder, and a regulation device coupled to the intake valve to keep the intake valve open during a step of compression of the piston and hence enable a flow of fuel from the cylinder through the intake channel.
  • the intake valve comprises a valve body that can move along the intake channel and a valve seat, which is designed to be engaged in a fluid-tight way by the valve body and is set at the end of the intake channel opposite to the end communicating with the cylinder.
  • the regulation device comprises a control element, which is coupled to the valve body and is mobile between a passive position, in which it allows the valve body to engage in a fluid-tight way the valve seat, and an active position, in which it does not allow the valve body to engage the valve seat in a fluid-tight way. Coupled to the control element is an electromagnetic actuator, which is designed to displace the control element between the passive position and the active position.
  • variable-capacity high-pressure pump itself could supply the common rail with an amount of fuel much higher than the necessary amount, thus causing a fast rise in the pressure of the fuel within the common rail.
  • the low-pressure pump is immediately turned off in order to interrupt flow of fuel to the high-pressure pump and hence block the uncontrolled increase in the pressure of the fuel within the common rail.
  • EP1018600A2 discloses a control method for controlling the fuel pressure within the common rail or accumulator of a fuel system whilst an associated engine is operating, the fuel system including a plurality of individually actuable fuel injectors arranged to receive fuel from the common rail, each injector including a control valve operable to control the fuel pressure within a control chamber, fuel escaping from the control chamber being returned to a fuel reservoir; the method comprising: monitoring the fuel pressure within the common rail; controlling the rate of fuel supply to the common rail; and relieving the common rail fuel pressure in the event that the common rail fuel pressure exceeds a predetermined threshold by actuating the control valve of at least one of the injectors to allow fuel to flow from the common rail, through the control chamber of the injector to the fuel reservoir.
  • the aim of the present invention is to provide a method for controlling the overpressure in a fuel-supply system of a common-rail type, said control method being free from the drawbacks described above and, in particular, being easy and inexpensive to implement.
  • the reference number 1 designates as a whole a system of a common-rail type for direct injection of fuel into an internal-combustion engine 2 provided with four cylinders 3.
  • the injection system 1 comprises four injectors 4, each of which is designed to inject the fuel directly within a respective cylinder 3 of the engine 2 and receives the fuel under pressure from a common rail 5.
  • a high-pressure pump 6 supplies fuel to the common rail 5 by means of a pipe 7 and is provided with a device 8 for regulating the flow rate, said device being governed by a control unit 9, designed to keep the pressure of the fuel within the common rail 5 at a desired value, which generally varies in time as a function of the engine point (i.e., of the conditions of operation of the engine 2).
  • the regulation device 8 comprises an electromagnetic actuator (not illustrated), which is able to vary instant by instant the flow rate m HP of fuel of the high-pressure pump 6 by varying the instant of closing of an intake valve (not illustrated) of the high-pressure pump 6 itself.
  • the flow rate m HP of fuel is decreased by delaying the instant of closing of the intake valve (not illustrated) and is increased by anticipating the instant of closing of the intake valve (not illustrated).
  • a low-pressure pump 10 with substantially constant capacity supplies the fuel from a tank 11 to the high-pressure pump 6 by means of a pipe 12.
  • the control unit 9 regulates the flow rate m HP of fuel of the high-pressure pump 6 by means of a feedback control using as feedback variable the value of the pressure of the fuel within the common rail 5, said pressure value being detected in real time by a sensor 13.
  • Each injector 4 is governed cyclically by the control unit 9 so that it will inject the fuel into a respective cylinder 3 of the engine.
  • the injectors 4 have a hydraulic actuation of the needle and are hence connected to an exhaust channel 14, which has a pressure that is a little higher than the ambient pressure and which gives out upstream of the low-pressure pump 10, typically inside the tank 11.
  • each injector 4 of fuel is housed in a cylindrical body 15 having a longitudinal axis 16 and is governed so as to inject fuel from an injection nozzle 17 regulated by an injection valve 18.
  • an injection chamber 19 is formed within the cylindrical body 15 and is an injection chamber 19, which is delimited at the bottom by a valve seat 20 of the injection valve 18 and houses in a slidable way a bottom portion of a needle 21 of the injection valve 18, in such a way that the needle 21 will be able to displace along the longitudinal axis 16 under the thrust of a hydraulic actuator device 22 between a position of closing and a position of opening of the valve seat 20.
  • a top portion of the needle 21 is housed in a control chamber 23 and is coupled to a spring 24, which exerts on the needle 21 itself a force directed downwards that tends to keep the needle 21 itself in the closing position.
  • the cylindrical body 15 moreover has a supply channel 25, which starts from a top end of the cylindrical body 15 and supplies the fuel under pressure to the injection chamber 19. Branching off from the supply channel 25 is a further supply channel 26, which is designed to set the supply channel 25 in communication with the control chamber 23 for supplying the fuel under pressure also to the control chamber 23.
  • an exhaust pipe 27 which gives out into a top portion of the cylindrical body 15 and sets the control chamber 23 in communication with the exhaust channel 14.
  • the exhaust pipe 27 is regulated by a control valve 28, which is set in the proximity of the control chamber 23 and is controlled by an electromagnetic actuator 29 between a closing position, in which the control chamber 23 is isolated from the exhaust pipe 27, and an opening position, in which the control chamber 23 is connected to the exhaust pipe 27.
  • the electromagnetic actuator 29 comprises a spring 30, which tends to keep the control valve 28 in the closing position.
  • the section of the supply channel 26, the section of the control valve 28, and the section of the exhaust pipe 27 are sized with respect to the section of the supply channel 25 in such a way that, when the control valve 28 is open, the pressure of the fuel in the control chamber 23 will drop to much lower values as compared to the pressure of the fuel in the injection chamber 19 and in such a way that the flow rate of fuel that flows through the exhaust pipe 27 is a fraction of the flow rate of fuel that flows through the injection nozzle 17.
  • the force generated by the spring 30 keeps the control valve 28 in the closing position.
  • the pressure of the fuel in the control chamber 23 is the same as the pressure of the fuel in the injection chamber 19 as a result of the supply channel 26.
  • the force generated by the spring 24 and the hydraulic force generated by the imbalance of the useful areas of the needle 21, to the advantage of the control chamber 23 with respect to the injection chamber 19, keep the injection valve 18 in the closing position.
  • the control valve 28 When the electromagnetic actuator 29 is energized, the control valve 28 is brought into the opening position against the force of the spring 30. Hence the control chamber 23 is set in communication with the exhaust channel 14, and the pressure of the fuel in the control chamber 23 drops to much lower values as compared to the pressure of the fuel in the injection chamber 19. As has been said previously, the difference between the pressures of the fuel in the injection chamber 19 and in the control chamber 23 is due to the sizing of the sections of the supply channel 26, of the control valve 28, and of the exhaust pipe 27 with respect to the section of the supply channel 25.
  • the supply channel 26 has a restricted portion to obtain an instantaneous increase in the difference of pressure between the control chamber 23 and the injection chamber 19 during the transient of closing of the needle 21 (i.e., when the needle 21 passes from the opening position to the closing position) so as to increase the force acting on the needle 21 and, hence, speed up closing of the needle 21 itself.
  • the supply of fuel through the injection nozzle 17 occurs only if the electromagnetic actuator 29 of an injector 4 is controlled for a time interval longer than a threshold value ET min .
  • the electromagnetic actuator 29 of an injector 4 is controlled for a time interval lower than the threshold value ET min , then there may occur opening of the control valve 28 and consequent outflow of fuel to the exhaust channel 14, but no supply of fuel through the injection nozzle 17 occurs.
  • the electromagnetic actuator 29 of an injector 4 is controlled for a time interval that is extremely short and much shorter than the threshold value ET min , then not even opening of the control valve 28 occurs.
  • the threshold value ET min of an injector 4 is linked to the characteristics, tolerances, and ageing of the components of the injector 4 itself. Consequently, the threshold value ET min can vary (slightly) from injector 4 to injector 4 and, for one and the same injector 4, can also vary (slightly) during the life of the injector 4 itself. Furthermore, the threshold value ET min of an injector 4 can vary in a way inversely proportional also to the value of the pressure of the fuel in the common rail 5, i.e., the higher the pressure of the fuel in the common rail 5, the lower the threshold value ET min .
  • control unit 9 determines instant by instant a desired value of the pressure of the fuel within the common rail 5 as a function of the engine point and consequently acts in order for the effective value of the pressure of the fuel within the common rail 5 to follow the desired value rapidly and precisely.
  • the flow rate m Inj of fuel injected into the cylinders 3 by the injectors 4 and the flow rate M BackFlow of fuel absorbed by the injectors 4 for their actuation and discharged into the exhaust channel 14 are extremely variable (they can even be zero) according to the modalities of control of the injectors 4, whereas the flow rate m Leak of fuel lost owing to leakage from the injectors 4 is quite constant (it presents only a slight increase as the pressure of the fuel within the common rail 5 increases) and is always present (i.e., it is never zero).
  • control unit 9 When the control unit 9 detects a condition of emergency, i.e., the presence of malfunctioning of the high-pressure pump 6, which causes a sudden increase in the pressure of the fuel within the common rail 5 (for example, said control unit 9 detects, by means of the pressure sensor 13, an unexpected and sudden increase of the pressure of the fuel in the common rail 5), the control unit 9 itself turns off the low-pressure pump 10 immediately to stop supply of the high-pressure pump 6 (i.e., to interrupt the flow of fuel to the high-pressure pump 6).
  • a condition of emergency i.e., the presence of malfunctioning of the high-pressure pump 6, which causes a sudden increase in the pressure of the fuel within the common rail 5
  • the control unit 9 itself turns off the low-pressure pump 10 immediately to stop supply of the high-pressure pump 6 (i.e., to interrupt the flow of fuel to the high-pressure pump 6).
  • the control unit 9 governs the injectors 4 (i.e., it energizes the electromagnetic actuators 29 of the injectors 4) to discharge part of the fuel present in the common rail 5, i.e., to increase the flow rate m BackFlow of fuel absorbed by the injectors 4 for their actuation and discharged into the exhaust channel 14 and possibly also to increase the flow rate m Inj of fuel injected into the cylinders 3 by the injectors 4 as compared to the flow rate necessary for generation of the torque required by the engine control.
  • the control unit 9 decides whether in order to contain said increase it is sufficient to increase the flow rate m BackFlow of fuel absorbed by the injectors 4 for their actuation and discharged into the exhaust channel 14 or else whether it is necessary also to increase the flow rate m Inj of fuel injected into the cylinders 3 by the injectors 4 with respect to the flow rate necessary for generation of the torque required by the engine control.
  • control unit 9 will also have to increase the flow rate m Inj of fuel injected into the cylinders 3 by the injectors 4 with respect to the flow rate necessary for generation of the torque required by the engine control.
  • the control unit 9 drives the injectors 4 (i.e., it energizes the electromagnetic actuators 29 of the injectors 4) with a train of pulses, each of which has a driving time interval ET red close to, but shorter than, the respective threshold values ET min when the injectors 4 themselves are not used for injection of the fuel required by the process of combustion. In this way, no injection of fuel into the cylinders 3 is made, but the flow rate m BackFlow of fuel absorbed by the injectors 4 for their actuation and discharged into the exhaust channel 14 is increased.
  • the driving time interval ET red with which each injector 4 is driven must be shorter than the threshold value ET min , but must not be excessively shorter than the threshold value ET min . Otherwise, the amount of fuel that is discharged into the exhaust channel 14 is far from significant and even zero.
  • said control strategy envisages a series of micro-actuations of the injectors 4 when the injectors 4 themselves are not used for injection of the fuel required by the combustion process.
  • the duration of the driving time interval ET red of each injector 4 generally depends upon the pressure of the fuel within the common rail 5 and must always be shorter than the threshold value ET min in order to prevent undesirable fuel injection within the cylinders 3. Since, as has been said previously, the threshold value ET min can vary from injector 4 to injector 4 as well as during the life of a given injector 4, it is preferable to implement in the control unit 9 an algorithm of optimization of the duration of the driving time interval ET red of each injector 4 in order to prevent said driving time interval ET red from possibly exceeding the threshold value ET min .
  • the control unit 9 carries out supplementary openings of the injectors 4 preferably when said supplementary openings do not give rise to any combustion and hence to any delivery of undesired torque.
  • the control unit 9 could perform the supplementary openings of the injectors 4 only during the step of exhaust of the cylinders 3 (or also during the terminal part of the expansion step). In fact, during the step of exhaust of each cylinder 3 the fuel that is injected into the cylinder 3 itself does not burn (hence, it does not cause any generation of undesired torque) and is immediately expelled into the exhaust system.
  • the reduction in the flow rate of air taken in by the cylinders 3 is useful not only for preventing, on account of lack of combustion air, combustion of the supplementary fuel within the cylinders 3, but also for preventing, on account of lack of combustion air, combustion of the supplementary fuel within the exhaust system. In this way, it is possible to prevent an excessive overtemperature in the exhaust system that could damage the exhaust system itself.
  • control unit 9 when the control unit 9 detects an unexpected and sudden increase in the pressure of the fuel in the common rail 5, the control unit 9 itself immediately turns off the low-pressure pump 10 to stop supply to the high-pressure pump 6. Furthermore, in order to prevent the pressure of the fuel within the common rail 5 from exceeding a safety value that guarantees tightness and integrity of the injection system 1, the control unit 9 drives the injectors 4 for discharging part of the fuel present in the common rail 5 by imparting on the injectors 4 a burst of micro-actuations that will be able to increase the flow rate M BackFlow of fuel absorbed by the injectors 4 for their actuation and possibly by carrying out supplementary openings of the injectors 4 preferably during the step of exhaust of the cylinders 3.
  • control unit 9 If the control unit 9 carries out supplementary openings of the injectors 4, then the control unit 9 itself closes the throttle valve that regulates the flow rate of intake air so as to reduce the flow rate of air taken in by the cylinders 3 in such a way as to prevent in any case combustion of the supplementary fuel injected into the cylinders 3 during the supplementary openings on account of lack of combustion air.
  • the control unit 9 turns the low-pressure pump 10 off (m LP is the flow rate of fuel of the low-pressure pump 10) and drives the injectors 4 in order to increase the flow rate m BackFlow of fuel absorbed by the injectors 4 for their actuation and discharged into the exhaust channel 14 and to increase the flow rate m Inj of fuel injected into the cylinders 3 by the injectors 4.
  • m LP is the flow rate of fuel of the low-pressure pump 10
  • rpm is the r.p.m. of the engine 2.
  • control unit 9 intervenes by turning off the low-pressure pump 10 and limiting the pressure of the fuel within the common rail 5 when it detects the presence of malfunctioning of the high-pressure pump 6, which causes a sudden increase in the pressure of the fuel within the common rail 5 itself.
  • a similar intervention is made by the control unit 9 also when the control unit 9 itself detects malfunctioning of the pressure sensor 13, which makes it impossible to know with adequate precision the pressure of the fuel within the common rail 5.
  • the control strategy described above for managing an emergency situation linked to malfunctioning of the high-pressure pump 6 presents the advantage of being particularly effective in containing the increase in the pressure of the fuel in the common rail 5, at the same time being extremely inexpensive to implement in so far as it uses only components normally present in a modern engine with direct injection of the fuel.
  • an electromechanical pressure regulator or a mechanical pressure limiter for limiting the pressure of the fuel in the common rail 5 in the case of emergency in so far as said limitation is obtained with the same degree of effectiveness by means of the control of the injectors 4 described above.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel Cell (AREA)

Claims (8)

  1. Procédé pour le contrôle de la surpression dans un système d'alimentation en carburant de type rail commun pour un moteur à combustion interne (2) muni d'un certain nombre de cylindres (3) ; le procédé comprenant les étapes consistant à :
    fournir du carburant sous pression à un rail commun (5) raccordé à un certain nombre d'injecteurs (4) à l'aide d'une pompe haute pression (6) ;
    détecter la valeur effective de la pression du carburant dans le rail commun (5) ;
    comparer la valeur effective de la pression du carburant dans le rail commun (5) avec une valeur de sécurité de la pression du carburant dans le rail commun (5) ;
    déterminer une condition d'urgence si la valeur effective de la pression du carburant dans le rail commun (5) est supérieure à la valeur de sécurité de la pression du carburant dans le rail commun (5) ; et
    faire fonctionner, en cas d'urgence, les injecteurs (4) afin d'évacuer une partie du carburant présent dans le rail commun (5) sans accroître le débit (mInj) du carburant injecté dans les cylindres (3) en accroissant le débit (mBackFlow) du carburant absorbé par les injecteurs (4) pour les actionner et sans aucune ouverture supplémentaire de manière à maîtriser l'augmentation de la pression du carburant dans le rail commun (5) ;
    ledit procédé étant caractérisé en ce qu'il comprend l'étape suivante consistant à :
    décider, en cas d'urgence, si afin de maîtriser l'augmentation de la pression du carburant dans le rail commun (5) il suffit d'accroître le débit (mBackFlow) du carburant absorbé par les injecteurs (4) pour les actionner ; et
    faire fonctionner, en cas d'urgence, les injecteurs (4) également pour accroître le débit (mInj) du carburant injecté dans les cylindres (3) par rapport au débit nécessaire pour générer le couple requis par le dispositif de commande du moteur s'il ne suffit pas d'accroître le débit (mBackFlow) du carburant absorbé par les injecteurs (4) pour les actionner.
  2. Procédé selon la revendication 1, dans lequel la pompe haute pression (6) reçoit le carburant provenant d'une pompe basse pression (10), en cas d'urgence, l'étape supplémentaire consistant à éteindre la pompe basse pression (10) étant envisagée.
  3. Procédé selon la revendication 1 ou la revendication 2, dans lequel, en cas d'urgence, des ouvertures supplémentaires des injecteurs (4) sont faites lorsque lesdites ouvertures supplémentaires ne donnent pas lieu à combustion et par conséquent à l'obtention du couple non souhaité.
  4. Procédé selon la revendication 3, dans lequel les ouvertures supplémentaires des injecteurs (4) sont faites pendant l'étape d'évacuation des cylindres (3) et pendant la partie terminale de l'étape d'expansion des cylindres (3).
  5. Procédé selon l'une quelconque des revendications 1 à 4, comprenant l'étape supplémentaire consistant à réduire, en cas d'urgence, le débit d'air aspiré par les cylindres (3) lorsque les injecteurs (4) sont mis en fonctionnement pour accroître le débit (mInj) du carburant injecté dans les cylindres (3) par rapport au débit nécessaire pour générer le couple requis par le dispositif de commande du moteur.
  6. Procédé selon l'une quelconque des revendications 1 à 5, dans lequel l'aiguille (21) des injecteurs est actionnée de manière hydraulique et les injecteurs absorbent pour leur actionnement un certain débit (mBackFlow) de carburant, qui est évacué dans le conduit d'échappement (14) ; en cas d'urgence, les injecteurs (4) étant mis en fonctionnement pour accroître le débit (mBackFlow) de carburant absorbé par les injecteurs (4) eux-mêmes pour leur actionnement et évacué dans le conduit d'échappement (14).
  7. Procédé selon l'une quelconque des revendications 1 à 6, et comprenant les étapes supplémentaires suivantes :
    déterminer pour les injecteurs (4) une valeur seuil (ETmin) de manière à ce que chaque injecteur (4) n'effectue aucune injection de carburant s'il est mis en fonctionnement pendant un intervalle de temps inférieur à la valeur seuil (ETmin) ; et
    accroître, en cas d'urgence, le débit (mBackFlow) de carburant absorbé par les injecteurs (4) pour leur actionnement en mettant en fonctionnement les injecteurs (4) eux-mêmes pendant un intervalle de temps de mise en fonctionnement (ETred) inférieur à la valeur seuil (ETmin) lorsque les injecteurs (4) eux-mêmes ne sont pas utilisés pour l'injection du carburant nécessaire au processus de combustion.
  8. Procédé selon l'une quelconque des revendications 1 à 7, dans lequel la condition d'urgence est établie même lorsqu'un dysfonctionnement du capteur de pression (13) qui mesure le pression du carburant dans le rail commun (5) est détecté.
EP07425416A 2007-07-05 2007-07-05 Procédé pour le contrôle de la surpression dans un système d'alimentation en carburant de type rail commun Active EP2011994B1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
EP07425416A EP2011994B1 (fr) 2007-07-05 2007-07-05 Procédé pour le contrôle de la surpression dans un système d'alimentation en carburant de type rail commun
AT07425416T ATE466187T1 (de) 2007-07-05 2007-07-05 Verfahren zur steuerung des überdrucks in einem brennstoffversorgungssystem des common-rail-typs
DE602007006173T DE602007006173D1 (de) 2007-07-05 2007-07-05 Verfahren zur Steuerung des Überdrucks in einem Brennstoffversorgungssystem des Common-Rail-Typs
US12/167,609 US7997253B2 (en) 2007-07-05 2008-07-03 Method for controlling the overpressure in a fuel-supply system of a common-rail type
BRPI0802305-0A BRPI0802305B1 (pt) 2007-07-05 2008-07-04 método para controlar a sobrepressão em um sistema de alimentação de combustível de tipo por galeria
CN2008101356357A CN101358572B (zh) 2007-07-05 2008-07-07 用于在共轨型燃料供给系统中控制过压的方法

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EP07425416A EP2011994B1 (fr) 2007-07-05 2007-07-05 Procédé pour le contrôle de la surpression dans un système d'alimentation en carburant de type rail commun

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EP2011994A1 EP2011994A1 (fr) 2009-01-07
EP2011994B1 true EP2011994B1 (fr) 2010-04-28

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US (1) US7997253B2 (fr)
EP (1) EP2011994B1 (fr)
CN (1) CN101358572B (fr)
AT (1) ATE466187T1 (fr)
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DE (1) DE602007006173D1 (fr)

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Publication number Publication date
BRPI0802305B1 (pt) 2020-11-17
US7997253B2 (en) 2011-08-16
EP2011994A1 (fr) 2009-01-07
DE602007006173D1 (de) 2010-06-10
ATE466187T1 (de) 2010-05-15
CN101358572A (zh) 2009-02-04
CN101358572B (zh) 2012-05-23
BRPI0802305A2 (pt) 2009-03-31
US20090007885A1 (en) 2009-01-08

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